Track-laying machine.



A. DRDEN 6L F. F. DOERING.

TRACK LAYING MACHINE, APPLICATION FILED JULY 21. |917.

Patented 00L. 30,1917.

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TRACK LAYING MACHINE.

APPLICATION FIL'ED JULY 21. ISH.

A. DARDEN & F. F. DOERLNG. TRACK LAYING MACHINE.

APPLICATION FILED JULY 21. |917. L L y Patented oet. 30,1%?.

4 SHEETS-SHEET 3.

A. DARDEN @L r. F. DOERING. TRACK LAYING MACHINE.

APPLICATION FILED IlILY 2l. I9I7. 1,244,83@ Patented ome. 30,1917,

4 SHEETS-SHEET 4 yiiNirian siAfrns ArAiENTA onricn.

ARTHUR BANDEN AND FELIX-r", negeniNG, oFANNIsroN, ALABAMA, Assis-Noes To KiLBYr eine .& FoUNnRY COMPANY, or ANNisToN, ALABAMA, A coitioRA'rioN er` ALABAMA.

remesa.. 1

To all whom t may concern: i i

Be it known thatwe, ARTHUR DARDEN and Fniax F.DonniNG,fcitiZens of the `United States of America, residing at Anniston, in

the county of Calhoun and vState of Ala-l bama, have invented certain new and useful Improvements in Track-Laying Machines, of which the followingis a specilic'atioi'i;

Our invention relates to a track laying inachine comprising one or more'cars carrying suitable equipment for loading,'storingand' unload-ing cross tiesa-nd rails in the manner fbest calculated to facilitate the rapid. con-4 struction of railway tracks.

One object of our invention is to' improve the mechanism for loading, storing and unloading rails and to this end' the c ar is provided with rollers which are vertically adjustable and upon which the rails can be moved onto or olf from the car which carries separate supports onto which the rails are loaded in tiers, the rollers being adjustable to receive the rails from or deliver them to the different tiers. These supports for the tiers of rails rest on the tier of rails next unf der it and support the tier of rails above it so that they will slide vfreely laterally in being stacked or removed, and after all rails` are removed from 'over a support it is free to be swung out of the way to facilitate the A l I and side elevations, k'respe'ctively.

lent elements and adapted i-ii one position' to"V support the ties above the endlessconveyers and in they other position tov swing olea-ref the path of the ties and permit them'to beV moved in either direction by the conveyer.` f

A further object of our invention is to im-v prove andL perfect the mechanism for controlling, tensioning and equilizing the parallel endless conveyer cables orchainsutilized to handle the cross ties.V l

A further object of our invention relates more particularly to a. track laying machine i which comprises two cars, the rear car carryinga cab for the power plant and part of the tie and rail supporting and handling mechanism, and the forward car carrying the remainder of the cross tie and rail supporting and handling mechanism together with the 4and .side elevations, respectively.-

` TnAcK-LAYING MACHINE.

` downward-lv slopingffron't end-extension for Specicatoiiof LettersPatent. Patented Appiieatim ieanuye?, ieivf seriaing. -isaoea delivering or receiving thefcross ties and? rails close to tl'iegroundlevel. -Wher`e kcars employed Vfor moving the ties, it will be eviwil'l'tend to work against one or the other of the side ofthe guides 'or bars carrying the' designed so that theydiverge from the cab are thus coupled'aiid parallelconveyers are ,60. dent thatin rounding curves `the conveyers-vkkr toward the front endof' therear car andi converge from the rear: endofthe forward car toward its front end; the 'angles of' divergence beingy sutlicient to l'eavethe* conveyers' free of engagement therewith in rounding anynorinafl lcurve and yetkeepi-ng thetie supports always sufficiently close tof support the cross ties abovev the conveyors.

A further feature of our invention relates to mea-ns for adaptingthe fronti inclined eX'- tension to receive a long coupling-'bar whereby the carer cars can be coupled to a loco` y this specification, and inwhich Figures 'l and' 2' show the rear :car plait 's of I Figs. V3 and 4 show the front rc'ar in p-lanf l' Figs. 5 and G'are half end elevations'ofl the cai', one. showing a cross tie supported above the conveyer'and the other showing' it resting onl the conveyer;y

Fig. isv a detail elevation lpartlfy brokenl away of the adjustable roller supp'oits. n -f 1 Figs. 8 andV 9 are enlarged detail plan and side views of the driving and *y adjusting means for the endless conveyers.

Figs. 10 and l1 are plan and side eleva- *i tions of the adjustable sprocketsv` for' the" front conveyery chains. n .7

Similar reference numerals referto similar parts throughout the drawingsf.- f

In describing our invention, it wi-ll be considered as consisting of one ormoretha-'ir -noted that vthe machine as a wholemayb'ef* steel bar l which is pivotallyconnectedfin any'suitable manner to the center'fsills 2 of the cars.y Each car comprises twoftrucks 3' which are pivotally connected by center bear-y ings to the center sills and being of standard form wheel design need not be described in detail. The body of each car consists of a center sill built of side channels 4 and top and bottom plates 5 and 6, respectively, the rear end of the center sill of the rear car carryin a? coupler 7 and any standard mounting tierefor. To the bottom of the center sills are riveted a number of transverse.v steel bunks 8, 9 and 10. The bunks 8 being those which overlie and are pivotally connected to the trucks and thusY serve to support the car body and itsload. The bunks 9 are disposed between the bunks 8 on each Car and the bunk 10` is connected to the downwardly inclined front eX- The several bunks' tension of the front car. are all suitably braced to the center sills by steel bars or angles 11 and the bunks 9 andy 10 are also supported by bent straps 12 which pass under them and are bentup ony the casting 13 and having connected theretor the vupper end of a chain 16, the lower end of which is attached to a pin 17 at the'bottom of the casting 14. The casting 14 is hollow to receive the chain and has its sidey walls provided with vertically elongated slots 18 in which the shaft 15 works. yThe shaft 15 vis held in any desired position by means of a ratchet wheel 19 fast on the shaft and engaging a pawl 20 carried by the Casting 13. In the upper end ofthe casting 14 a roller 21 is` mounted to rotate on ashaft 22 made fast in the casting and is so arranged that the top edge of the roller will project above the top edge of the casting 14 but will be a few inches below the top of the raised side flange 23 which serves as a guard to prevent a rail sliding off the outer end of the roller. The upper edges of the bunk channels opposite the castings 14 are cut away as shown at 24, Fig. 6,'in order to permit the casting to be lowered suiiiciently so that in its lowest position the top of its roller will be even with the top level of the bunk, as more clearly seen in Fig. 5. The upper part of the casting 14 is made with a large sloping surface 25v on each side of the roller 21, whichy surface starts slightly below the top of the roller and continues on a downward and outward slope toward the front and rear of the car to about four and one-half vinches below the top of the roller. The

guard flanges 23 extend to the outer ends of these sloping surfaces 25 but with gradu-v ally diminishing height. The rear bunk 8 on the rear car is shorter than the other bunks and besides the usual center castings and side bearings it carries only the sheave frames 26 (Fig. 9) bolted to its upper surface and disposed one on each side of the center sill. The bunk 10 placed near the outer end of the front sloping extension 27 of vthe forward center sill carries atk each end a non-adjustable roller 28 running on a shaft 29 supported by two castings 30 which extend a few inches above the top level of the rollers to serve as an end guard and prevent the rails sliding off. An idler sprocket 31 is also suitably mounted upon the top of the bunk 10 on each side of the extension 27.

To the top of each center sill is riveted a frame-work of angles and Z-bars comprising a series of Z-bars 32 .and 33, the latter being of varying length and. all being riveted to the top plates of the center sills. These bars all lie parallel in the same plane and to their tops on each car are riveted two longitudinal divergent Z-bars 34 which are farthest apart at the ends where the two cars are coupled together and which are closest together at the opposite ends ofthe cars.

- The bars 32 eXtend the full width of the car and. at their outer ends carry the running boards 35. y

The longitudinal bars 34 carry angles 3G and 37, the angles 3G being riveted thereto and -rbolted to the cab 38 which is mounted on the rear end of the rea-r car. The angles are hinged to the bars 34 in oppositely disposed pairs by means of hinge members 39 and 40, the hinge member 39 being bent at right angles at an intermediate point and riveted to the upper face of the angle while the hingel member 40 is riveted to the underface of the top member of the bar 34.

,These angles 37 are of short lengths having separate hinges for each length. Inraised position the angles 37 will rest upon and projectv above the bars 34 while in their lowered position they willswing outwardly and downwardly below the top level of the bars 34.

The center sill of the rear car is straight but the center sill of the forward car is bent down at an angle and has connected thereto an extension member 27 built up of platesand angles which are spliced to the channels and top plate of the center sill in a manner to insure a strong rigid splice; We rivet to the outer end of the extension 27 a heavy angle 41 which eX- tends transversely and supports four bent angles 42, two of which are arranged on each side of and parallel with the extension 27 and which slope upward at about the same slope as the top edge of the extension,

and are riveted at their upper ends to four other angles 43 which 1n turn are riveted to the lower flanges of the two front Z-bars 32, 33. These angles 43 carry suitable bear-` ings (not shown) for the cross shaft 44 and are suitably braced together and tied into the Car body in any suitable manner to give firm and rigid support. A cross bar 45 is riveted to the top of the extension and eX-V which receives its supply of steam through a pipe v47 from the locomotive that at the time is handling the track car. rl`he engine drives a small gear 4S which meshes with a large gear 49 (F ig. 9) mounted on a shaft 50 which runs in bearings cast integral with the sheave frame 26. n each end of the shaft 50, just outside of the sheave frames, we mount a rope sheave `51jwhich 'constitutes the driving sheave. In front of and slightly below each driving sheave is an equalizing sheave 52 mounted on its respective shaft 53 which isfitted into an equal.- izer block 54. The equalizer blocks are pivotally fastened to each end of an equalizer bar 55 which passes laterally across the car and works in longitudinal slots provided therefor in channels 56 which areA riveted to the center sill channels 4. The blocks 54 are free to slide longitudinally on the top edges of the sheave frame sides and are provided with suitable guides to hold them on their tracks. The equalizer bar 55 is pivoted at its center to a. yoke 57 fitted onto la screw 58 whichpasses through a beveled gear 59, a backing plate 60, between two springs 61, and through a follower plate 62 which is engaged by the head of the screw bearing on its outer face. The beveled gear 59' meshes with a `beveled gear 63 which is held in place by a shaft 64 which passes upwardly through a guide plate 65 attached toL the top of the backingV plate 60. This shaft, at its upper end, isprovided with a hand wheel 66 Vor other suitable yoperating means located within the cab. The backing plate 60 is held by lugs`67 riveted to the channels 56 and the whole is supported by angles 68 riveted to the channels 56.

Below each equalizing sheave'52 is placed a tightening lsheave 69, each 'tightening sheave being mounted on a separate shaft 70 fast on a tightening block 71y which is arranged to slide longitudinally in an elongated slot 72 in the side of the sheave frame 26, being prevented from coming out by suitable side guides. A screw shaft 73 eX- tends longitudinally through each slot 72, passing freely through Vits respective tightening block 71, and a spring'74 beyond the block and through a nut 75 beyond the spring. A beveled gear 76 is mounted'on each 'screw shaftl 73 adjacent to its 'rear bearing in the sheave frame and therear evposed end of the'shaft is made square to receive a turning tool. A shaft 77 is mounted at its lower end in each sheave frame and carries a beveled gear 7 8 which meshes with the beveled gear 76. Theupper ends of the shafts 77 project into the cabk and may be turned by any suitable means (not shown). An idlersheave 79 is mounted near the forward end ofeach sheavefran'ie and two small idler sheaves S0 and 81 are vmounted onthe top of each sheave frame! By turning the screw shafts 73 either by usey of a wrench on their outer square ends, or

b turninO the shafts 77 ythe tightening y :D 7 C C sheaves 69 can be adjusted to tighten or loosen the endless ropes or conveyers Two endless conveyers 82 are used, alisteel ropes or cables being preferably7 emi-k' ployed, andall arranged to run longitudinally along the cars on each side between the divergent bars 34v and above tlie'bars 32, 33. The ropes pass over and `under the idler sheaves 80, S1, and thence over the upper rollers 85 of both cars, and thence around the sheaves S4 near the extension 27 and return over the bottom rollers S3 of both cars. The sheaves 84 are fast on the shaft 4401i which are mounted two sprockets 86, each dis posed between a pair of the angles 43. Two endless chains 87 pass around the sprockets 86 and yover idlers 8S supported on the angles 42 and thence over tightening sprockets 89 (Figs. 10 and 11), ruiming on shafts 90 supported by angles 91 riveted tothe under forward ends ofthe angles 42. Slots are provided inthe anglesto allow for the longitudinal movementof the shafts 90 of each'sprocket when it is necessary fcr tighteningfthe chains, this movement beingy ac# complished by means of aV vscrew "2n1ade square at its outer end and passed through a nut 93 and throughl the end angle 94 connecting the forwardends of the angles 42.vr vThe 'head of each' screw has a bearing against the inside of ja yoke 95 which straddles 'the sprockets 89 'and has Vround bearing holes for` the` sprocketkshaft 90 rso that the shaft and sprocket v'illjmove with the yoke responsive to the screw. "The chains after passing around the sprocket wheel 89 Vreturn to the 'driving sproekets'jSG.

iio

Thesechains have short projections or spurs I along their upper cotter pins 'at each end'. vThe upper rollers n 895 are similarly constructed having 'endv` castings 97a and shafts 98 whichare inserted through holes drilled in the Z-bars 34 and are held in place by cotter pins at each end.

All of the idler sheaves, sprockets and rollers are preferably provided with screw l plugs and adapted to be charged with lubri-l cant so as to make the shaft on which they turn well lubricated.

Each car is provided with a plurality of separator bars 100 preferably eight being placed on each side of each center sill in sets of two near each bunk 8 or `9. rThese separator bars are preferably made of steel and have their outer ends bent down about one-half inch, their inner ends being perforated so that a pin or bolt 101 canbe passed through the same and through the top and bottom flanges of the center sill channels-4 and removably secured in place in any suitable manner. The separator bars, as thus arranged, are free to be swung horizontally to positions parallel with the center sills or at right angles thereto, Vin which latter positiontheir outer ends come adjacent to the line of the inner ends of the castings 14 carrying the rollers 21. 1

The cars are also preferably provided with boxes 102 suitably suspended from the center sill below the bunks. On top of and about the center of the forward extension 27 is a forged plate or casting 103 into which one end of a long coupling pole 104 may be inserted so that the cars may be coupled to a locomotive or other cars in front and moved thereby when desired.

Operation.

Assuming the cars to be coupled to each other and to a rear locomotive from which steam is supplied to the pipe 47, the engine 46 may be started up and caused to drive the endless ropes 82 by means of the gears 48 and 49 and sheaves 51. The'tightening sheaves G1 are then adjusted to ybring the proper tension on the ropes and the tightening sprockets 89 are adjusted to take out all unnecessary slack in the sprocket chains S7. The track cars are then moved to a point where the rails are stored and the rails are loaded thereonto one at a time, the ends of each rail being adjusted on the end roller 28 and then pushed along on the same until its end will engage theroller 21 in the forward casting 14, after which therail ispushed along until it balances on the first roller 21., after which it assumes horizontal position and is pushed along over the rollers 21 to the rear car. 1t is then pushed laterally olf the rollers over the tops of the bunks 8 and 9 and over against the center sill. This is continued until the whole loading space of the bunks is occupied, when the four lower separator bars 100 on each side are placed across and von top of the first tier of rails,

the castings 14` are then raised by turning delivering therails onto the separator bars rlhe rails are then brought in again and stacked on top of the separator bars until the second tier of rails is completed, whereupon additionaly separator bars are moved inte place and the third tier of rails stacked thereon, and so on, there being ask many separator bars as there is place for tiers of rails under the Z-bars 32.

, The cars are then taken to the Vpoint where cross ties are kept and the engine 4G is started to running so that the upper' strands of` ropes 32 and conveyer chains 87 ymove toward the cab on the rear car. T he ties are then placed laterally across the ends of the angles 42 which form a shelf for holding one or rtwo ties at a time. The ties are then pushed along the top of the angles until they come into position to be engaged by the spurs 96 von the chains S7 and moved thereby longitudinally and upwardly along the forward extension 27 and onto the front car. The ties then pass over the sprockets S6 onto the ropes 82'which carry them back across the forward and rear cars to the fixed anglesr 3G on the rear car where men standing on the running boards 35 lift off the ties and stack them on the angles 30. When these yangles have been loaded with ties the two hinged angles 37 adjacentA thereto are turned up on top of the Z-bars 34 and ties are stacked thereon until these angles are filled. This process is repeated, the succesf sive pairs of angles 37`being filled from the rear forwardly until the full load of ties is on board. The ties when supported on the angles 36 and 37, allow the upper strands of the ropes 82 to pass freely under them. All necessary fish plates, spikes, bolts and tools are placed in the tool boxes 102 and the cars are now pushed forward to the end of the existing track, the forwardcar being placed so that the ends of the .angles 42 are approximately over the end yof the track. The engine 38'is then reversed to start the cables and chains moving away from the cab and toward the forward end of the front car. Two men on the running board 35, one on each side, begin placing ties one at a time on top of the ropes 82 which deliver the ties to the sprocket chains 87 which deliver-'the ties onto the projecting ends of the angles 42, from which point other men take the ties and place them on the road bed in proper spaced relation. Then sufficient ties have been laid to receive a length of rail, the engine is stopped and the men take the outer rail of the top tier on each side of the front car, push it laterally onto the adjacent rollers 21 which stand at the proper level to receive it (see Fig. 6), and then pull the rail along the rollers until its outer end drops onto the roller 28. The rail is pulled out on this roller and is then lifted into'place and spiked, the same operationtaking place. in delivering rails onea'ch side ,of fthe car,

The foregoiiig' re'la'ti'onship"A ofl` the Z-bars 34' will permitthe ropes' 82 ftoh'ax'fe a-'ce'rtain amount of'y lateral playto j allow' for successful working on a curved track;y ,l

lV hen the cars are on' a curved track they assume 'anangular position tof'each" other with the lresult that r thedistancebetween the drivingvsheave 51 onthev r'e'a'ricar, and the sheave 84 on the forward car is greaterfon oneA side than it is o nrtlieother, which, if not provided. for, would resultl in undue tension` on one rope if not actual breakage.

This variation is allowed or'by'th'e equalizer bar o5 which', pivoted at`it`sc'enter, will allow' the equalizing 'sheave block v54e with sheave 52 to move so v as 'to keepboth ropes 82 at a proper wvorkijngrtension under" all conditions of curved track', thereby equalizingsthe vtension on the two 'ropes' 82. e y

This equalizer bar 55 with rbothfthe equali'zing rblocks 54 and, sheaves l52, may be moved bodily to either tighten or loosen bth ropes 82 at the same time, This is'of-special advantage to quicklyf relieve lb'oth ropesof any tension whatever foritraveli'ng, thereby saving `wear and ytear onthek ropes, and for quicklyibringing theropes to working ten'- sionwhen operations,are to begin.

, As theropesS?l willgradually stretch and get longer, dueto the tensionA and to Wear, the sheaves 69 may beso moved by means of the screw 73so that each rope maybe individually brought tothe proper tension. Y

The springs 6l which are compressed by ,a Y pull on the equalizer bar 55, and the springs-M which are compressed by apull on thetighteningrsheaveV 69 and block' 7 1, keepy the v ropes taut, resultingfin a good drivingcontacty on the" driving' sheave 51. These springs also allow for sudden variations linthe tension of lthe ropes@l It has ,been mentioned that'ithe roller housing castings 14 are` provided= with sloping surfaces 25 on each side. of the rollerV 21A. In pulling rails along the top of the rollers 21 it may happen that oneend of the rail on account of some unevenness in the rail or in the car, may strike the side of a roller 21 and come to a stop were itfnot for :the sloping surfaces Q5 Vwhich would guide the end ofithe rail up to the top of the roller 21 Without jar or loss of time.,

While we prefer to supply steam tothe engine in the cab from the locomotivey boiler, it will be understood however that thetrack car may be adapted to 4generate its own steam and the engine may be provided with additional gearing yor other machine ele'- ments adapted to driif'e-anyv other y'movin parts of the car aswell asfthe car itsel The motive power may difer from' steam' engine, a gasolene, oil engine, electric motor, or motor of anyother type'being substituted;

. Having-i thus'` describedf'our* invention Whatjwe'claim as new"anddesireto secure by Letters Patent, is

l` ln a track laying car, a skeleton bbdy comprisingtransverse"struetural metal bunks adapted to supporti rails,v a center ysill *above and Yconnected tov said bunks;'slidrt'gtie supportinglbars mounted onv said center sill and to clear a yplurality offtiers of rails stacked on the lower bunks, :and f vertically vadjustable rollerv bearersl mounted on1thet outer ends of thebun'ks'.'v i" Vtural 'metal' body Icbmplfjising a. 'longitudinal fcenterlfsill and series'ofuppergandlower c crossjbeiarers'madefast to thefcenten sill iwhhpasiss'between' them; endless-@Onfveyer "traveling Aabove. the fupper" cross "bear- K ers, roller supports for' the"conveye`r,` sepa'- rator bars for rails disposedftdwork between thefseries O''cross bearers, and roller supports for` -'rails 4atl'thek outerv` ends jof the lowercrossbearers#l 'adapted to Support; a plurality-sf nefs-Of rails, and- `movable separator bars 1vertic'ally adj Stablyimunitd onfsaid bodymd adented' to. beA interposed between-fthe: 'tiers of l.- Av tracky layingV 'cai'y comprising la' body adaptedjto supporta vrplurality 'of vtiers of rails, movable separator bars j" adapted to be interposedbetween the tiers ofirailsrland iIite'rjgosedy between the tiers 'ofi rails,Y and f Live'rtically niovablel 'rollerj bearings adapted f toybeadjusted tothe levelsof dliiterenttiers ofjrails' and into position' to 'receive rails .from 'said separator bars.'

j 6. In' atrack layingcar,aQbodyadapted toV support tiers of rails, castingsjeachfcarrying a roller, a guidein whichthe castings are vertically' movable, and means to hold .saidf casting/"s"4 at y, difl'erent" levels jto receive 'rails from dierentjt'iers on said` rollers.

`7 In 'a' track laying car, 'a" 'Lbjody 'adapted toy supporttiers of rails', ycastings each carrying vl'a roller,` a" guide: in' which n they rcastings "f f are `vertically movablefa 'chain bnnected bearings and yconnected' fto thechain, and, yay

' to the castings, a rotatable shaftha'ving ixe'd -and-'hold ,the :astings in the desired bytliechain.V y fr .u

KK 8. In a 'track laying canabody adapted to support tiers' ofrails, castings each carrying a roller` ijournaled ,njlts .upfilfk @Het guides in which the castings are vertically movable, and means to adjust the castings to bring the top of the rollers substantially on a level vwith the bottom of any tier of rails.

9. In a track layin'g'car, a skeleton body comprising upper and lower transverse members spaced to permittiers otrails to 'be mounted between thein n the lower members, guides at the outer ends of said lower members, a roller bearing casting vertically adjustable in each guide, kand means tofheld .said casting`s at `the levels to receive rails from the several tiersof rails. v y

10. In a track laying car, a skeleton body comprising transverse rail supportingbunks, a guideV casting attached to the outer en ds of, the bunks at a 'lower levelthan the top ofthe bunk, and a Iroller bearing casting ,vertically adjustable in' each guide `andlin its lowest position` standing level with the Ytop of the bunk. c

. 11. In a track laying car, a body comprising rail supporting bunks having cut away rv seats and vertical guides aty their outer ends, and castings having ,bod-iesfadjustable, in the guides and heads adapted to be received `in said seats, rollers journaled in said heads and standing substantially lflush with the top level of the bunks when the lcasting head is seated thereon, and means to hold the castings at different, operating levels.'

" 12. In a track laying car," a' car body vadapted to support tiers of rails, a plurality of vertically adjustable elementsmounted on lthe'car body and comprising headskv having guide faces sloping to `front and rear of the car, and rollers mounted at theapices of the heads and forming'a rail runway, sub

stantially as described. I Y

13. In' a track laying car, guides, castings Yvertically adjustable in the` guides and comprising hollow bodies andinve'r'ted V-shaped heads, rollers journaled at the apices of the heads, chains working in the hollow ybodies and connected thereto, a shaft journaled in eachyguide. and connected to a chain, the bodies being cut away to move free ofengagementywithsaid shafts, and pawl and ratchet means to lock the shafts.

14. track laying car, a skeleton strucL- tural metal body comprising bunks'adapted to, support tiers of rails, rollers mounted in the outer 'ends of thebunks toformV a run.

way'for the'rails, and kkinclined guides slopin the outer ends of the bunksfand having sloping guide faces which extend Sllhstanf tially below the `top of the castingV and yface to lfront and rear of thercar, and rollers mounted to project slightly above the top gitudinal Zbars.

level vof the lcastings and form a rail runway. Q'

16. In a track laying cai', a center sill, a plurality yof rail supporting bunks underhung from the sill, and two series of cross bearers mounted on the sill, one set eXtendl ing the full width ofthe car and carrying running boards, and the other set extending less than thekwi'dth of the car, longitudinal vcross tie supports mounted on the cross bearers ofboth sets, anendless conveyermeans workingbetween said supports, and means to drive said conveyer. j i

17. In a track laying car, a center sill,` a plurality of rail supporting bunks underhung from the sill, and two series of cross bearers vmounted on the sill, one set extending the full width of the car and carrying running boards, and the other set extending less than the width of the car and of gradually increasing length, divergent longitudinal cross tie supports mounted on the cross bearers of. both sets, an .endless conveyer means working between said supports, and means'to drive saidconveyer. y 18;:In a tracklaying car, trucks, a center sill of,V structural` metal, rail supporting bunks underhung from the center sill, and a cross tie supporting superstructure mountedk on the center sill" and comprising transverse Z-bars resting on the sill, and longitudinal Z-barsv resting on the transverse Z- bars, an endless conveyer means working between the longitudinal Z-bars, and movable cross tie supportsfmounted on said longitudinal Z-bars.- Y 19. In a track laying car, trucks, a center sill of structural metal, rail supporting bunks underhung rom'the centerk sill, and a cross tie supporting superstructure mounted on the center sill andcomprising transverse vZ-bars resting on the sill, and longitudinal Zfbars restingl on the transverse `Z- ibars, an endless conveyer means 'working between the longitudinal Z-bars, rollersupports for said conveyer means journaled in said superstructure, and movable crossV tie supports mountedr on said longitudinal Z- 'barsf i yon the center sill andeomprising transverse 'Z-bars resting onjthe sill,`and longitudinal Z-bars resting on the transverse Z-bars, an ei'idless conveyer means working between the lougitudinal Z-bars, roller `supports journaled in Said longitudinal Z-bars', Aand movable cross ytie supports mounted on said lon- .21."In a "trac k layingvcar,- a car body, ya pairV of longitudinally disposed Z-bars mounted thereon, and oppositely disposed 'pairs of short angles hinged to the Z-bars iio iis

r`and adapted to seat o n said bars inraised position and swing belowftheir top level in lowered position, rollers jouriialed .in said bars, vand conveyor cables runnin@ Von' said rollers withoiie `flight abovethe topv level of said bars, and means for moving said cables.

22. In jtrack laying machine, two lcoupled cars, an endless conveyermeans wfo'rking lengthwise vover the cais,"driving means for said conveyei, andy cross tie supports bctween which the-conveyor travels and which diverge.toward'the meeting ends of the cars, as and for the purposes described..v c .y

28. In a track laying machine, two: coupled cars, cross tie supports on the cars, adapted to be raised or lowered, which diverge toward the meeting ends oft the cars,IA

pair of endless conveyer cables traveling lengthwise across the cars between and with their upper strands above said supports when the latter are in lowered position, and means to drive said coiiveyer cables.

24. In a track laying car, longitudinally arranged cross tie supports, endless conveyer cables traveling adjacent to said supports, means to drive said cables, means to lower the cross tie supports below the top level of the cable to permit the cross ties to be conveyed by the cables, a downwardly inclined front extension on the car, two endless conveyer chains mounted to travel on said eX- teiision, and means to drive said chains by said cables, substantially as described.

25. A track laying car having a front downwardly inclined extension, two endless chains carrying projections mounted to travel on said extension, endless conveyer cables mounted to travel lengthwise of the car, means to drive the chains by said cables, means to drive the cables, and adjustable cross tie supports adapted in raised position to support the ties above the top level of the cables, substantially as described. A

26. In a track laying car, longitudinal cross tie supports formed in sections and adapted to be adjusted tol raised or lowered positions, a pair of endless coiiveyer cables traveling adjacent tc saidr supports, suitable anti-'friction supports for said cables, a common driving means for both cables, and an equalizing take-up means acting o-n both cables, substantially as described. y

27. In a track laying car, longitudinal cross tie supports `formed in sections andV adapted to be adjusted to raised o-r lowered positions, a. pair of endless conveyor cables traveling adjacent to said supports, suitable anti-friction supports for said cables, a coininon driving means for both cables, an equaliZing take-up means acting on both cables,

and an independently adjustable tightening sheave for each cable, substantially as de scribed. Y i

n 28. In a track laying car, longitudinal supports for the cross ties thereon which i'comprisemembers adapted to be raised 'i'or lowered, a pairof endless conveyerv cables mounted" to travel on the car vwith theirltop nights above the `level of said supports when flowered, ajdriv-ing sheave an equalizing izing means connecting the equalizing sheaves forboth cables, and adjustable supj oorting` means to said equalizing and tightjeniiig sheaves, substantially as described.

i 29. In a track laying car, longitudinal lowered, a pairro endless conveyer cables mounted to travel on the"car^with 'their' top iiights above the level of said supports when lowered, a driving sheave an equalizing sheave and a tightening sheave for each cable, means to independently adjust the tightening` sheaves, an equalizing bar pivotally connected to vboth equalizing sheaves, a spring-pressed member connected to the center of said equalizing bar, means to adjust the spring tension on said equalizing bar, and adjustable supporting means for the equalizing and tightening sheaves, sub stantially as described.

30. In a track laying car, the combination with vertically adjustable cross tie supports, of a pair of endless cables working lengthwise of the car adjacent to said supports, a driving sheave andV a tightening sheave for each cable, means to independently adpressed tension equalizing means working on both cables and comprising means for simultaneously loosening or tightening both cables.

31. In a track laying car, longitudinal cross tie supports comprising vertically adjustable members, longitudinal conveyor cables working adjacent to said members and above their level when in lowered 'position, a sheave frame carried by the car and carrying driving sheaves equalizing sheaves and tightening sheaves, a screw adjusted spring tension means acting on each tightening sheave, a screw adjusted springpressed equalizing means acting on both equalizing sheaves, adjustable supports for the equalizing and tightening sheaves, and means forv manipulating the said several screw adjustments for the spring-pressed means, substantially as described.

32. A track laying car comprising a body having a structural metal center sill. downturned at its forward end, an extension sill sill and connected at their upper 'ends to the car body superstructure and at their just the tightening sheaves, and a spring-L (supports for the cross v,ties thereonwhich comprise"members adapted tobe raised or ri l lower-(ends to said angles, endless sprocket c hams working between saldpalrs yof bars,

t suitable driving and idler sprockets for said chains, an adjustable tightening sprocket foreach chain, and an endless cross tie conyveyer kmeans movable over the cary and adapted'to drive vthe driving sprockets for Y said chains, substantially as described.

to couple with other cars. v

34C. In atrack laying car having a down- `wardlynclined tie and rail delivery exten,- vsion at itsy front end, a coupling element mounted vat an intermediate point on said extension, and an elongated coupling bar adapted to be pivotally connected to said element and to project forwardly of-said extension into position to couple with rolling stock ahead of said track laying car.

In testimony whereof we affix our signatures.

ARTHUR DARDEN.

FELIX F. DOERING.

Witness:

JOHN C. MCLEAN.

n Copies of'this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

" Washington, D. G. 

